Electric-railway system.



w. ROBINSON.. ELECTRIC RAILWAY SYSTEM. APPLICATION PI BDJ'AN. 26, 1905. RENEWED MAIL-4, 190a.

Patented Oct; 20, 1908.

UNITED STATES PATENT OFFICE, 7

WILLIAM ROBINSON, OF BROOKLYN, NEW YORK.

ELECTRIC-RAILWAY SYSTEM.

Application filed January 26, 1905,

To all whom it may concern:

Be it known that 1, WILLIAM ROBINSON, a citizen of the United States, and resident of Brooklyn, in the county of Kings and State of New York, have invented a new and Improved Electric-Railway System, of which the following is a specification.

My invention has particular reference to electric railways in which alternating currents are delivered to, and utilized by, electric motor cars or locomotives.

The nature of my invention will be understood from the description which follows, reference being had to the accompanying drawing, which forms a part of this specification, in which Figure 1 is a diagram illustrating my in vention, and Fig. 2 a similar view, but showing a variation in one of the circuits in carrying out the invention.

1, 2, represent a railroad track, and 3 a third rail or working conductor made in sections 4, 5 and 6, separated or insulated from one another, as shown at 7, 8 and 9.

10 represents a high potential alternating current generator, from which proceed the conductors 11, 12 (Fig. 1) to whlch are connected the step down transformers 13, 14, 15, located at suitable intervals, by the wires 47, 48; 49, 50'; 51 and 52.

16 represents a direct current generator of comparatively low potential, and 17 a feeder proceeding therefrom, one terminal of said generator being connected by the wire 18 to the return rail 2.

The electro-magnets 19, 20, 21, respectively, have one terminal connected to the feeder 17, by the wires 22, 23 and 24, and their op osite terminals to the respective third rai sections 4, 5 and 6, by the wires 25, 26 and 27.

The secondaries 37, 38 and 39 of the transformers 13, 14 and respectively, have one terminal connected to the track return rail sections 57, 58 and 59, respectively, by the wires 28, 29 and 30, and their opposite terminals connected, through the armature levers 31, 32 and 33, to the respective third rail sections 4, 5 and 6, by the wires 34, 35 and 36, as shown. I

It will be noted that the circuits through the magnets 19, 20, 21 are normally open, and their armature levers released, consequently the circuits of the secondaries 37, 38 and 39 are normally open at thepoints 40, 41

Specification of Letters Patent.

Patented Oct. 20, 1908.

Serial No. 242,787. Renewed March 4, 1908. Serial No. 419,196.

and 42, the open osition being shown in the drawing at and 42 and the closed position at 41.

43 represents a motor car driven by the alternating current motor 44. The car 43 is provided with the controller 45 and the our rent collecting shoe 46, which makes traveling contact with the sectional third rail 3.

The operation is as follows: When there is no motor car on the section, as shown at the sections 4 and 6, the magnets 19 and 21 are on open circuit as shown, and, consequently, their armatures are released, thus opening the circuits of the transformer secondaries 37,

39 at the contact points 40, 42. hen, however, the car 43 enters upon the section, 5, for instance, the closing of the controller circuit 45, as shown, closes circuit between the third rail section 5 and the return rail 2, through the contact shoe 46, the controller 45 and the motor 44, thus closing circuit from the enerator 16, through the magnet 20. baid magnet, thus energized, attracts its arma ture 32, thus closing the circuit of the secondary 38 at the contact points 41. This completes the circuit of said secondary through the third rail section 5, the controller 45, the motor 44 and the service or return track section 58, thus conveying alternating working current of low potential to said motor.

It will be seen that the turning of the controller to the off osition simultaneously opens the circuit of t 1e magnet 20, and of the secondary 38, opening the circuit of the latter not only between the third rail section 5 and the service rail section 58, but also at the contact points 41, that is, at two independent points.

The release springs 53 retract the armatures in the usual way when the switch magnets are demagnetized, thus opening the cir cuits at 40, 41, 42, as described.

The current from the generator 16 is of such low otential that it cannot injure, or be perceive by, any one stepping upon the third rail sections with which it is connected.

When the generator 16 furnishes a direct current to the switch magnets 19, 20, 21, these magnets are of such construction that they cannot be operated by an alternating current, consequently any possible crossing of the alternating current with the circuits of said magnets is technically immaterial, since it cannot affect the proper operation of said magnets. It is possible, therefore, to reduce this system to extreme simplicity in construction and operation. It will be observed, also, that the passing of the 'car 43 off the section 5 opens the working circuit of the secondary 38 between the track rail section 58 and the third rail section 5 before said circuit is opened at the contact points 41 by the demagnetization of the switch magnet 20, consequently the separation of said points 41 produces no flashing or arcing thereat, since there is no current passing between said points at the instant of their separation. The track rail 2 is shown as a continuous return-in Fig. 1 for the low potential or controlling current only-while the track rail 1 is divided into sections 57, 58, 59, insulated from each other as shown at 61, 62, 63. The secondaries of the transformers, respectively, have one terminal connected to these track sections; thus the secondary 37 has one terminal 28 connected electrically to the track section 57, while one terminal, 29, of the sec ondary 38 is connected to the track section 58, and one terminal, 30, of the secondary 39 is connected in like manner to the track section 59. Said secondaries have their opposite terminals connected to the third rail sections 4, 5, 6, respectively, as shown. B this arrangement, it will be seen, that the working current from each secondary is confined wlthin narrow or local limits, each sec ondary, usually, being required to furnish current for only a single section or block; thus leakage of working current incident to long and exposed feeders is avoided, any accident or derangement of the working circuit is confined to the section or block where it occurs, and the voltage of the working current can be reduced to a minimum since it does not have to overcome the resistance of a long and intricate system of feeders from the power house.

Fig. 2 is precisely like Fig. 1, except that in Fig. 2, one terminal of the primarles of the respective transformers is connected to the return rail 2, by the wires 54, 55, 56, instead of to the independent insulated return 11, above described, in which case said return rail 2 is connected by the wire 18 to the terinpinal 60 of the generator 10, as shown in The arrangement shown in Fig. 2 is simpler than that shown in Fig. 1, and dispenses with one insulated live Wire; nevertheless, I

prefer, the arrangement shown in Fig. 1, especially when the primary current is of very high potential, since by this arrangement the primary circuit is thoroughly insulated from all other parts of the apparatus.

Having thus described my invention, what I claim as new and desire to secure by Letters Patent, is

1. An electric railway system comprising a working conductor formed in sections separated or insulated from one another, a return circuit, an alternating current generator, leaders therefrom, step-down transformers connected to said leaders, the secondaries of said transformers being normally disconnected from said working or contact sections, but arranged to furnish power current thereto, a source of lower potential current than that of said secondaries, a leader therefrom, electro magnets having, respectively, one terminal connected to said last named leader and their opposite terminals to the respective sections of said working or contact conductor, means for connecting the secondaries of said transformers to the respective sections of said working conductor on the magnetization of said respective magnets, and means for automatically opening the circuits of said secondaries on demagnetizing said respective magnets.

2. An electric railway system comprising a sectional working or contact conductor, a high voltage alternating current generator, leaders therefrom, step-down transformers connected thereto, return circuits, the secondaries of said transformers, respectively, having one terminal connected to said return circuits and their opposite terminals normally disconnected from the sections of said working conductor, but arranged for connection thereto, an independent leader carrying current of lower voltage than that of said secondaries, electro magnets having their opposite terminals connected to said last named leader and to the respective sections of said working conductor, and switches under control of said magnets, said switches operating to connect the secondaries of said transformers t0 the sections of said working conductor when the respective magnets are energized and to disconnect said secondaries from said sections when said magnets are deenergized.

3. In an electric railway system, the com bination of a working conductor composed of sections electrically disconnected from one another, a source of alternating current supply, leaders or mains therefrom, step-down transformers connected to said leaders and having secondaries normally disconnected from said sections of working conductor, but arranged to transmit power current of lower voltage thereto, an independent leader carrying current of still lower voltage, electromagnets having their opposite terminals connected to said last named leader and to the respective sections of said working conductor, the circuit through said magnets being normally open, a return circuit, and switches controlled by said respective magnets, said respective switches being arranged to connect the secondaries of said transformers to the respective sections of said working conductor on the magnetization of said magnets and to disconnect said secondaries from said respective sections on opening the circuits of said respective magnets.

4. In an electric railway system, the combination of a working conductor composed of sections electrically disconnected from one another, a source of alternating current supply, leaders or mains therefrom, step-down transformers connected to said leaders and having secondaries normally disconnected from said sections of working conductor, but

arranged to transmit power current of lower voltage thereto, an independent leader carrying current of still lower voltage, electromagnets having their opposite terminals connected to said last named leader and to the respective sections of said working conductor, the circuit through said magnets being normally open, a return circuit, switches controlled by said respective magnets, said respective switches being arranged to con nect the secondaries of said transformers to the respective sections of said working conductor on the magnetization of said magnets and to disconnect said secondaries from said respective sections on opening the circuits of said respective magnets, and a car or locomotive traveling in connection with said sectional conductor and provided with an electric controller, the closing of the circuit of said controller operating to close the circuits of said respective magnets and the opening of the circuit of said controller operating to open the circuit of said respective magnets and of the secondaries controlled thereby.

5. In an electric railway system, the combination of a working conductor comprising electrically disconnected sections, an electric locomotive or car traveling in electrical connection therewith, a return conductor, a generator of alternating current of high voltage, leaders or mains therefrom, step-down transformers connected thereto, and arranged to transmit operativecurrent of lower voltage to said locomotive or car through the sections of said working conductor, the transmission of said current being normally interrupted between said transformers and said working conductor sections, an independent leader carrying current of lower voltage than that utilized for operating said traveling motor, electro-magnets having their opposite terminals connected to said last named leader and to the respective sections of said working conductor, the circuit through said magnets being normally open, switches controlled by said respective magnets and arranged to control the transmission ofvworking current to said traveling motor and to disconnect the same therefrom, said traveling motor being arranged to establish electrical connection, successively, between said working sections and the return conductor, and a traveling car controller arranged to open and close circuit through the motor, the opening and closing ofsaid circuit through the motor operating to simultaneously open and close the switch magnet and working circuits.

6. In an electric railway system, the combination of a working or contact conductor composed of sections separated or insulated from one another, a high voltage alternating current generator, leaders therefrom, stepdown transformers connected thereto and having secondaries normally disconnected from said sections of working conductor, but arranged for connection thereto, an independent leader carrying direct current of low voltage, a return circuit, electro-magnets having their opposite terminals connected to said last named leader and to the respective sections of said working or contact conductor, the circuit through said magnets being normally open, and switches controlled by said respective magnets, said switches being arranged to connect the secondaries of said transformers to the respective sections of said working conductor, and to disconnect the same therefrom accordingly as said respective magnets are magnetized or demagnetized.

7. An electric railway system comprising a working or contact conductor formed in sections separated or insulated from each other, a traction rail similarly divided into sections insulated from each other, an alternating current feeder, step down transformers connected thereto and furnishing working current, the secondaries of said transformers be ing normally disconnected from said working or contact sections but having one terminal arranged for connection thereto, the opposite terminals of said secondaries being con nected to the respective sections of said sectional traction rail, a low voltage current feeder, switch magnets having one terminal connected to said feeder and their opposite terminals to the respective working conductor sections, said magnets being arranged to control the completion of electrical connection between said working conductor sections and the secondaries of said transformers, accordingly as said magnets are magnetized or demagnetized.

8. In an electric railway system, an alternating current generator, step down transformers connected thereto, a sectional working or contact conductor, a traction rail divided into sections insulated from each other, the secondaries of said transformers having one terminal connected to said traction rail sections and their 0 posite terminals normally disconnected rom said contact sections but arranged for connection with, and to furnish working current to, said sections, a low potential direct current feeder, switch magnets having one terminal connected thereto, and arranged for operation by direct current, said magnets having their opposite terminals connected-to said respective con tact or Working sections, and arranged to control the connection of the secondaries of said transformers to said contact sections, and their disconnection therefrom.

9. In an electric railway system, an alternating current feeder, step down transformers connected thereto, their secondaries furnishing Working current, a Working or con tact conductor formed in sections separated or insulated from one another, a traction rail formed in corresponding sections separated or insulated from one another, the secondaries of said transformers being normally disconnected from said Working or contact sections but arranged for connection thereto, 15

said respective Working sections When a car 20 or train enters upon said sections, the respective sections of the traction rail forming returns for the secondaries of said transformers connected thereto.

WILLIAM ROBINSON. Witnesses:

SAMUEL F. PHELPS, STEWART F. BARR. 

